Articulate car joint



Patented Dec. 27,1927.

UNITED STATES;

STERLING P. BUcx, or BALTIMORE, MARYLAND.

AnTIoULAT'E CAR JOINT.

Application 'inea March 3o, 1926.- seriai No. 98,474.

This invention relates to articulate joints,

and especially late car-joints.

There are two main types of articulate carjoints, viz, the .single-center type and the dual-center type. Those who are familiar with such devices understand that there is at least one advantage in the single-center type, but also. know that there are certain disadvantages in the forms of single-center joints heretofore knownto the public.

One object of the present invention is to overcome several of the above mentioned disadvantages and to provide a. thoroughly safe and ractical sub-type of articulate joints having all of the .advantages and none of thedisadvantages of the single-center joints heretofore known.

This type of articulate joint is chanracterized by two`concave sphere-segments which embrace a sphere or spherical member in their cavities or concave sides and are thereby held separate from one another while their conve-X surfaces are embraced by means which hold them in working Contact with the sphere or spherical `member so they are free toturn to a limited extent in all directions.

Other objects and important features are pointed out or implied in the following details of description, in connection with the accompanying drawings, in which Figure 1 is a view partly in side elevation and partly in central vertical section,

to an improved type of articu- #showing one form of the invention in connection with a truck-bolster and two car-end channel-beams, the section of the latter being in a different plane than that in the middle part of the igure. l

Figure/2 is a top plan view of the form 'shown in Fig. 1, the car-end beams being omitted.

Figure 3 is a top plan detail view of one of the car-connection members, a part of this member being broken oif.

Figure 4 is a fragmental detail view, the section being taken along the line 4-4 of Figure 1.

Figure 5 is a detail, in verticall section, of a modification in which the substantially spherical member is formed integrally with the retaining yoke.

Figure 6 is a modified form in which the sphere-segments extend both upward and downward from the necks of the car-connections and are seated 1n upper and lower sockets or concav1t1es.

Figure 6A is a bottom plan view of the upper-socket member of Figure 6.

Figure 7 is a modified form in which the sphere-segments are one above the other.

Similar reference characters correspond to similar parts throughout the several views. The truck-bolster is shown at T, and the carend beams at C. A socket-memberk 10 is the numeral 11 refers to the concavity, butit willu be seen (Fig. 4) that the space between the segments is wider at the ends 'and top than at themiddle, and extends halfway up the sides of the ball 13, so the latter receives lubrication even when the supply becomes relatively low.

A retaining yoke 14 is secured on the member 10 by means of bolts 15 which also assist the rivets in securin on the truck-bolsterl on`- these bolts as shown in broken lines -in Fig. 1: The yoke 14 is apertured and screwthreaded at 16 and has an adjustino' screw 17 threadedA therein and provided with a rectangular top part for effecting its adjustment to compensate for wear of the working parts and thereby avoid looseness of the articulatey joint. For eecting and maintaining adjustments of the screw 17, I provide a .plate ordisk 18 having a central aperture which fits around the rectangular part of the screw 17 and has lSpanner-receiving apertures 19 therethrough, which apertures also receive one or more bolts 20 threaded into the oke k14 and combining with the disc 18 or securing the screw 17 against accidental turning; but when a Spanner is applied in two or more of the apertures 19 while the bolt or bolts 2O are removed, then, by turning the spanner, the proper adjustment can be made, and the bolt or bolts 2O can b e replaced for securing the screw 17 in its adjusted position.

To prevent water and other foreign substances from passing along the car-end connections 21 and entering theconeavities 22 (Figures 3 and 4) of the segments 12, I provide each of these segments with an upstandthe member 10 in place ock-nuts being provided and onto the downwardly and outwardly inclinedftop of the socket of the member 10, whence such foreign matter passes away from the socket. To exclude dust and other matter that may be flying in the air, a cover or plate 23 is centrally apertured to permit the screw 17 to extend therethrough, which 0 screw holds the plate 23 in place `for covering the cavity over the ball 13. By raising this plate or cover 23, a convenient entrance is made for the injection of lubricating material, and when lsuch material is injected, it gravitates into the socket 11. Each member 21 is formed with a comparatively narrow neck 25, and enough clear space is provided above and below this neck to admit of a vertical deflection of several degrees to compensate for deflection of the car-bodies in consequence of changes of grade of the railways; and enough clear space is allowed laterally of these necks to permit of a lateral deflection of about 30, on each side, of each car-body, with respect to the central longitudinal plane of the car-bodies;y so the total deflection of the two articulated-carbodies at each side of said plane, amounts to about4 If desired, an even greater amount of deflection can be provided by narrowing the sphere-segments, and by narrowing the yoke as at 114 of Figure 5, or at 214 of Figure 6, or at 314 at Figure 7 The lateral deflection, of the necks of the parts 21, 221 and 321,.is also dependent on the relative widths ot the lateral anges or webs of theseV respective necks. These parts may be varied as to their dimensions, to suit the diiferentjypes of trucks and car-endsto which they are to be attached. In Figure 7, the necks 321 are relatively thin but as the space between" the segments 312 1s (as shown) wider than necessary, these necks can be made thicker than here shown, it the space between the se ments is made narrower.

ach of the connections 21 includes an apertured plate through which rivets extend for securing it to the channel-beam C, and also includes a horizontal plate having its free edge formed with a channel or groove 21 to embrace the contiguous edge of the channel-beam or car-end member C, thereby adding great strength, rigidity and security to the car-end. This construction also'saves the time and expense of drilling and riveting through these horizontal parts, at the same time preserving the original strength which would be lessened by drilling therethrough.

The structure shown in Figure 5 is recom- "mended principally for its minimum first cost, for use on freight trains, mmmgtrams,

etc. For adjusting this member, the relatively thick base can-be laned away at its bottom surface. Its lbase anges 114a (one of y which is absent because of the removed section) correspond tothe wider but thinner base flanges 14 of Figure 2. These thicker base flanges are' apertured at 114b to receive securing olts such as shown at 15 Figures l and 2). A lubricating duct is s own at 113* 1n the spherical member 113, and has a threaded plugsocket in which a plug may be screwed for closing it.

The structure shown in Fi 6 and 6'* includes a concave-socket mem er 210 having bolt-holes therethrough for reception of the securing bolts 15, and is secured on the truck-bolster Tin the same manner as shown in Figures 1 and 2 (by bolts or rivets or both),.the yoke 214 also being secured by these bolts. The concavity 211 at the far side of the concave socket member 210, extends up to a plane slightly above the lower one of the four parallel and contiguous dotted lines, or nearly to the horizontal center of the ball 13 (the same being true as to the absent section of Figure 6). The yoke 214 has depending flanges 214 for confinin between them an up erv socket-member 21 which has its far si e extending down to a plane slightly below the upper one of the four paral el and contiguous dotted lines (just above the center of the ball 13), Each of these depending sides is shown at 26 uate groove 27 which holds acompressible packing strip 28 which may be of soft wood or other suitable material for closing the space between the lower and upper socket members 210 and 214. Only one of the pack ing strips 28 is shown in Figure 6A, the other one being omitted to more clearly show the retaining groove 27 therefor. Similar retaining grooves are provided in the lower socketmember 210, as shown by the two lower parallel dotted lines at 29, and each retaining strip is fitted in a groove 27 and a groove 29. The ends of the retaining strips 28 are in contact with the convex surfaces of the sphere-segments 212, in all positions of the latter within the socket formed by the mem- 'bers 210 and 214, so this socket is entirely sealed against the entrance of foreign matter and against the exit of lubricating u'iaterial, assuming, however, that the total deiection is not over 30, according to the vproortions here shown; and allowing for a ap "of the ends of the packing strips at the limits' 0f `the `defiections, but, by making the necks 225 sufliciently narrow, so each of them occupies not more than 45c` of the circumference of the spherical socket, the parts 26 and 28 can be made long enough to occupy 90, respectively, so they will at all times keep closed the spacesbetween the segments 212 even whenthe parts 221 are deflected to an angle of 45 with respect to one another. `However, I am not aware ot any railway curve that would cause a deiiection of more than 40, so at least 5" are allowed' as a factor of safety, and for lap of the parts 26 and 28 beyond the edges of the space which contains the lubricating material, thereby assuring retention of the store of such lubricating material.

An inlet opening 30 is provided in the top of the socket-member, and a corresponding inlet opening 31 is provided in the yoke 214, so lubrication can be injected through these openings for filling the space between the segments 212. This space always maintains the same capacity, even kthough its shape is changed by deflection of the segments in the sockets. The opening`31 may be closed by a screw-plug 32 or by other appropriate means.

For the purpose of compensating for Wear, I may provide two or moreadjusting screws 218 which can be screwed in for pressing the upper socket member down and thereby compressing, the strips 28 in the grooves 27 and 29. In Figure 6A thev locations of two adjusting screws 218 are indicated by dotted circles, such 'locations not being indicated in Figure 6, because it would cause confusion with the plug 32. Locknuts 220 or other appropriate means may be provided for securingthe screws 218 inf`adjustment. This form of the invention is advantageous because of the excellent lubricating qualities, as explained in the foregoing, and also because of the relatively large area of wearing surface, of both convex and concave faces of the segments-212, also because of the convenience of adjusting and lubricating, these operations being conveniently performed through a trap-door in the iioor of the truck, by using socket-wrenches for turning the Ascrews and lock-nuts, thus eliminating the danger and drudgery of getting under the car-body for such pur oses.

i In this form, having the upper and ower bearing and wearing surfaces of the segments 212, these segments present large bearing surfaces, so are very durable and strong. lfVhile 40 is the maximum deflection which has been found necessary in'all working conditions, a greater amount of deflection may, be desirable to avoid breakage ofthe joint in case of derailment of one of the car units. In case one of the car units, in an accident, should turn entirely upside-down, its segment 212 would rotate and thereby prevent breaking its neck 225.

In the form shown in Fig. 7, the parts 310, 312, 314, 315, 317, 318, 320, 321 and 325, correspond, in function, to the respective parte 21o, 212, 214, 215, 217, 218, 220, 221 and 225, of Figure 6. This figure7 `shows `several modifications which may be used in connection with either form of sphere-segs ment shown in the other figures; for instance, the lower part of the member 3.10 1s apertured for receiving bolts to secure v1t to upstanding ianges of a channel-beam or of two angle-beams; and the yoke 314 has its vertical end plates formed with legs 314 which straddle the member 310 and rest upon supporting lugs 310, thereby cooperating with the bolts 315 for very rigidly securing the members 310 and 314 to one another. The bolts 315, respectively, may be between the ball 13 and the end plates of a yoke 314, so that by tightening them, they may be caused to spring the topl part of the yoke downward sufficiently forJ taking up any looseness resulting from wear. However, it is preferable to provide an adjustable upper socket member 317, adjusting screws 318 and lock nuts 320. k

In each Vformof the invention here shown, each member 21, 221, and 321 is adapted for rotary motion in every direction independently of the motion or rest of its companion, and in all forms except Fig. 5, the ball 13 is free for rotary movement in all directions independently of the motion or rest of either of the contiguous sphere-seg1nents- In each -form of the invention, the radius of the concave side is greater than or at least one-half 9" the length of the radius of the convex side, thereby providing ample wearing surfaces of the concave side and the ball which fits thereagainst, while also providingV ample clearance between the upper extension of the concave side and the adjusting screw 0f Figure 1, or the neck of the part113-114 of Figure 5.

Although I'have shown several forms of theinvention, I do not intend to limit my patent protection to these forms, nor to the exact, details of construction and arrangcment of the parts of any one of-these forms.

lVhatI claim as my invention is:

1. In an articulate'car-joint, the combina- 105 tion of two sphere-segments each having a concave side opposite to its convex side and provided with means to secure it to a carbody,'containing means securable to a truck and hol-ding said sphere-segments against other than rotary movements therein while permitting the latter to turn in all directions with respect to one another, and retaining means in contact with the concave sides of said sphere-segments for securing the latter'in working engagement with said containing means.

2.The structure definedv by claim 1, means to adjust said retaining means and to hold it in different adjustments for eliminating excessive looseness of thesphere-segments between their containing means and their retaining means.

3. In an articulate car-joint, the combination of two sphere-segments provided with means to secure them to two car-bodies renation of two concave sphere-segments pro-f vided with means to secure them to two ca r bodles, a spherical member in thev concavities of both of said sphere-segments, and

means securable on a, truck and embracingn the convex sides of the s here-segments and combining with said sp erical member for holding them in the relation for preventing them from moving non-rotatably while permitting them to have independent `rotary movement in all directions with relation to one another.

5. In an articulate joint,l the combination defined by'cla'im 4, means being provided for adjustment of said spherical member with respect to said s here-segments and for securing it in its di erent adjustments.

6. In an'v articulate car-joint, the combination "of a socket member provided with means to secure it to a truck, two spheresegments seated for rotary movements in the socket of said socket-member and secured against other than rotary movements` and provided with means for securingfthem to two car-bodies respectively, and means for securing these sphere-segments in said socket and holdin them in spaced relation to one another an thereby preventing them from interfering with one another during their respective rotary movements.

7. In an articulate car-joint, the combination of a socket-member provided with means to secure it to a truck, two sphere-segments seated' for rotary movements'and held against .other thanrotary movements in the saidA socket-member and each rovided with means to secure it to a car-'bo y, and means including a yoke for securing said se ments .infsai'd socket-member and holding t em in proper working correlation with the latter, said yoke being provided'with means to se- `cure it to said truck.

i 8. An articulate-car-joint-member including a sphere-segment and a car-connecting element, the car-connecting element. includ- 'ing an apertured upright plate and a horizontal plate, the horizontal plate being formed"fwith a groove to receive and be secured by a iange of a structural beam while fastening elements extend through said upright apertured plate and beam for securing this car-connectmg element to a car-end beam, substantially as described. j

9. An articulate-car#joint-member including a sphere-segment having a concave side opposite to its convex side, a car-connecting element including a, neck 'united with the sphere-segment and extending radially outward therefrom and terminating on a part provided with means to secure it to a carend, and two side elements which are substantially divergent from one another and from said necks.

10. An articulate-car-jointfmember including a s here-segment having convex and concave si es concentric with a common center, a car-connecting element inclu-ding a neck united with said convex side and diverging outward (therefrom and provided withV means to secure it to a car-end, and two sides which converge towards one another from said neck. l

11. An articulate-carjoint member including a sphere-segment having convex and concave sidesconcentric with the common center, and a car-connectin element ineluding a neck united with sai convex side and diverging outward therefrom and provided with means to secure it to a car-end, said concave side having a radius which is at least one-half the length of the radius of said convex side, substantially as shown.

12. In an articulate-car-joint, the com` bination of two sphere-segments each havin a concave side opposite to its convex side an provided with means to secure it to a carbody, containing means securable toa truck and holdin" said sphere-segments therein while permitting the latter to turn in all 'directions with respect to one another, re-

taining. ineans in contact with the concave sides of said sphere-segments for securing the latter in working engagement with s containing means, and means to adjust said retaining means and to hold it in different adjustments for eliminating excessive looseness of .the sphere-segments between their containing means and their retaining means.

In testimony whereof Iaiiix my signa- STERLING P. BUCK.

ture.

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